Freight car



A. SIMPSON 2,654,327

FREIGHT CAR Oct. 6 1953 Filed Aug. 8, 1951 2 Sheets-Sheet l I N V EN TOR. A R THUR L. SIMPSON ATTORNEY Patented Oct. 6, 1953 FREIGHT CAR Arthur L. Simpson, Toledo, Ohio, assignor to The New York Central Railroad Company, a corporation of Ohio Application August 8, 1951, Serial No. 240,849

2 Claims. (01. 105-382) This invention relates to improvements in freight cars.

In the past, when railroad ties were to be distributed along trackage, the ties were usually loaded by a crane into tiered position in open top cars of one type or another and, after reaching the section of track along which the ties were to be distributed, a crew of workmen unloaded the ties by lifting them individually over the side of the car while the work train moved slowly down the track. Usually an open top car, such as a gondola, was used with a crew of four to eight workmen required because of the considerable weight to be lifted in each tie. This necessary manual handling and lifting led to frequent accidental injuries due to the weight of the individual ties and the height of the car side over which they had to be lifted. Further, as the ties were treated with creosote as a preservative, an occupational hazard was presented in the contact of the ties with the skin and clothing of the workmen. Various expedients have been tried to minimize the manual handling and lifting of the individual ties during distribution. For example, a flat car with removable side stakes was used so that, upon reaching the trackage Where the ties were to be distributed, the stakes might be removed as needed so that the ties could then be rolled or shoved off the cars. With a car of this type, however, there was difficulty in supporting the load and maintaining it in one position so that it would not be shifted during transportation. Hence, after loading, it was usually found necessary to lash the tiered ties to the car. when the load was to be freed at the beginning of distribution, there was a not inconsiderable danger from falling or shifting ties to the workmen releasing the lashing and removing the side stakes.

The car of the present invention is adapted to ready loading in tiers and provides a secure and safe transport without lashing. By the use of thi car, manual tie handling can be eliminated, with the result that the unloading time can be cut to as much as one-quarter of the time required by conventional over the side unloading methods. The ties are easily discharged to a position close to the track, and better visibility of the area adjacent the track is provided to facilitate proper tie distribution from the moving car.

By allowing elimination of over the side unloading of ties, the accident rate, particularly Further,

and the hazard from contact of body or clothes 2 with creosote on the ties is eliminated, while the unloading operation is less fatiguing for the crewman. Further advantages safety-wise accrue by virtue of the fact that the car structure hereinafter described provides for unloading by car section through side areas of the car which are individually opened from a locking device operating position, which requires that the person releasing the lock be in a position entirely clear of the possible path of descent from the car of any part of the load.

Marked economies have been effected with cars of the type herein described in the distribution of ties where needed along railroad trackage. For example, on one section of track where ties were being renewed, with conventional cars, the labor cost in unloading ran to about nine cents per tie, while with the cars of this invention under comparable circumstances and the same crew; the cost was about two cents per tie. Thus by the use of the present new car, a saving of about seven cents per tie was effected for the direct labor cost in unloading. Even greater savings are actually effected in the overall costs of unloading due to the more rapid unloading rate, which reduces the work train costs properly chargeable to unloading operations.

Though particularly useful for transport and distribution of ties, this car is flexible in use and adapted to handle other elongated items such as switch and bridge timber and miscellaneous lumber. The car structure has the further advantage that conversion of the older type cars is usually easily effected.

Hence an object of the invention is the provision of a railroad car in which secure support of a load, such as ties, in safe orderly position for transport and unloading is available.

Another object is the provision of a car which is readily unloaded through the side area of the car, obviating the disadvantages of over the side unloading.

Another object is the provision of a car in which the side area structure is such as to provide an increased visibility of the road bed area adj acent the track.

Another object is the provision of a car in which unloading can be effected with a minimum of manipulation of elongated items and without necessity of manual lifting.

A further object is the provision of a car in which individual freight sections of the carcan be released for unloading with safety to the workmen unlocking the load.

With the above and other objects in view,

which will be apparent from the detailed description which follows, the invention consists in certain novel features of construction and combination of parts which will be readily understood by those skilled in the art to which the invention appertains. In the drawing which illustrates an embodiment of the invention Fig. 1 is a side elevation of the railroad car of this invention;

Fig. 2 is a plan view of the car;

Fig. 3 is a section taken along the line -3-3 of Fig. 1 to show the manner of mounting and locking the side stakes of the car; v,

Fig. 4 is a top section taken along the line 4-4 in Fig. 1 showing in detail a side stake looking means;

Fig. 5 is a fragmentary side view corresponding to Fig. 4 and Fig. 6 is a section taken along the line 65 in Fig. 5 to show the detailsof a securing means for the side stake locking device.

The car represented in the'drawings of the standard type having wheels l and'chassis H, here shown in generalized form, and the standard safety and other auxiliary equipment, which is omitted in the drawings. The steel frame of the chassis with the trucks and wheels in and of itself forms no part of the present invention'and hence the structure thereof is not detailed. It includes the usual frame, flooring and side plates 12. The total space of the car is divided into two cargo compartments by end bulkheads 26 and 2t and a pair of middle bulkheads 2'2 and 23, all placed transverse of the car and formed by any suit able construction. As here shown, these bulkheads are constructed of rectangular frames of angle iron to which a facing of planking is applied to form the bulkhead wall. The end bulkheads 20 and 2| are braced by struts 25 and 23, while similar struts 27 are provided between the center bulkheads 22 and'23. Longitudinal channel members 30, running the length of the cargo space, are secured to the topcorners of bulkheads 20, 2|, 22 and 23. For added strength, at the middle of the car a vertical support 32 is secured to the side plate 12 'andat its upper end to the member 30.

The car represented in the drawings is adapted particularly to the handling'of railroad ties which are stowed lengthwise of the car. Thus each cargo compartment between the bulkhead pairs is dimensioned to accommodate two tiered loads of ties T and yet to leave space between the loads for unloading clearance and to accommodate the workmen. Thus, there are in effect two cargo sections to each compartment. Transverse skids 3! space the load from the floor and facilitate the withdrawal of thesling chain or cable oo'mmonly used in loading ties into the car. Preferably the skids are disposed in spacedpairs, a pair to each cargo section, to support each tier. In place of side walls and doors, side stakes 33 are provided which are hinged to the longitudinal'member 30 at the top and'at the bottom rest against the side plate [2 of the car, being held thereby a locking device (generally indicated 34 and described in detail hereinafter) adapted to'clamp the bottom end of member 33 against the side of the car. As shown in Fig. 1, these hinged side stakes are arranged in pairsalon'g the lengthof the car, with two pairs provided on each side of each of the two cargo compartments. each pa serving as a side closure for one of the cargo sections. Since the stakes'of each pair are simultaneously released or locked, each lockingdvice controls one side of one section of the total load. Each pair is spaced and positioned to give the necessary lateral support to the load in the section. Of course, where desired or necessary because of the nature of the load, more stakes could be used with similar simultaneous control.

Fig. 3 clearly shows the construction of these hinged side stakes. Each longitudinal channel member 30, forming the top edge of the car side. has its flanges disposed downwardly, the inside flange a being provided with pairs of brackets 35, each pair forming part of the hinge mounting for the upper end of a member 33 having a pivot-sleeve 36. -A bolt passed through brackets 35 and pivot sleeve 36 completes the hinged mounting for each side stake. Thus, with the side stakes free to swing outwardly on the top piv'ot, ties or other freight of similar structure may be unloaded by being simply rolled or pushed sidewise off the tiered pile, thereby displa'cm the relatively light side stakes 33 to the position shown dotted lines in dropping off the car. The member 33 itself may be of any material or structure of sufiicient strength for lateral load support. As here shown it has a T-shape-cross section, as could be constituted of two angle irons welded or riveted together.

To secure the bottom of the hinged member in closed position, a simple but safe and secure type locking device is used, shown clearly by the details of Figs. 4 to 6 inclusive. There is a single locking unit for each pair of side stake mambers, comprising a rod 40 pivotally secured to the side plate i2 by 'U-clarnps or brackets 41. The rod fill has a u shaped off-set portion 42 to accommodate the end ofeach'stake 33, the rod 48 being positioned with respect to the stake end so that upon rotation the ofi=set portion 42 may be swung downward from- -a locked position, wherein the "rod holds the stake against the side plate [2, to an open position wherein the u=snape portion-42 is clear of the stake end. In'Figs. 3,4, 5 and 6 the locking rodis shown in solid linesin locked position and in Figs. 3 and'6 by the dashed lines in its open position. Toretain the locking rod 40 in locked position, a simple'typ'e of securing means is here shown, which, however, may be of various forms. The "end of the rod 40 is off-set and bent to a'position generally at right angles to the plane of the cfi -s'et u portions "42 to form a lock operating arm or handle 34, the shape being clearly shown in Fig. 6. When the rod is in locked-position, the handle "44 extends vertically upward, and hence to reach the open position, it must'swing outwardly and'downwardly away from'the side cf the car. To keep the rod '40 in locked position, there is provided "a link '45, having the inner end pivetally secured by a U-clamp 46 to the flooring or other structural member of the car, which isso positioned as to be able to drop over the top end of the locking handle M when the 'rod 40 "is in locked position. This structure is clearly sh'ownin Fig. 6.

To prevent the link 45 from being joltedhpwardly or working upwardly off "the handle 3 during transit, andthereby freeing the locking rod 40, a dog 4'1 in the form of a circular sector of heavy metal is pivotally "secured 'at'i't's apex to a strut 33 by a pivot bolt #39 positioned vertically above the center line (if the locking link 45. Thus the weight of the dog 41 normallykeeps it in position over the locking link 4'5 to prevent the link from being displaced vertically'ahd' thereby freeing the locking red. A stop pin iifl'rnay-be provided atone side'ofthe nb'rm'al position of the dog to provide a rest or stop for holding the dog when it is swung to open position to allow the link to be lifted. The stop also minimizes the possibility of the sector building up an oscillatory movement, which might allow it to swing clear of the link 45. However, when it is desired to release the side stakes, the dog 41 is merely pushed to one side, thereby allowing link 45 to be raised and so to free the locking rod.

The lock rod latch assembly comprising the handle 44, link 45, and locking dog 41 is situated to one side of the freight section which is served thereby, so that the person operating the locking system is in a safe position clear of the path of fall of any of the load which perchance might be released. Since each locking rod controls the side stakes for a side of but a single freight section, the car has the safety feature that all but a selected part of the load may be held securely in place during unloading.

The system provided for lateral support of the load thus provides a car side area which is open for clear visibility of the track edge to aid in distribution of ties from a moving car. Further, the individual ties are easily rolled out through the side under the hinged side stakes by one or two men, without need of lifting over the side. Manual handling can be entirely eliminated by the use of pry-bars or similar tools. When an open top car is used, loading is readily effected by lifting batches of ties in slings into tiered position by means of a crane. Where a closed top car is desired, means may be provided to hold the side stakes in a raised position to allow loading of the car from the sides, for example, by means of a tier lift industrial truck.

The invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiment is, therefore, to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning a range of equivalency of the claims are, therefore, intended to be embraced therein.

I claim:

1. In a railroad car adapted to transporting railroad ties and units of similar elongated structure loaded parallel to the car length and to unloading through the side areas thereof, a car chassis including a load bearing car floor, transverse endand mid-bulkheads secured to the chassis of the car and dividing the freight space thereof into compartments, a longitudinal member at each side of the car secured to the said bulkheads and spaced above the car floor, side stake members having upper ends individually hinged to said longitudinal member and lower ends normally disposed against the outer side of the car chassis below the level of the car fioor, whereby the side stake members are individually swingable outwardly relative to said car, said side stake members being disposed along each side of the car in groups, each group providing lateral load support for an individual section of a freight compartment, and locking means for each said group releasably locking the lower ends of side stake members thereof against the side of the car chassis in load retaining position, the locking means for each said group being operable from a position removed from the. section controlled thereby.

2. In a railroad car adapted to transporting railroad ties and units of similar elongated structure loaded parallel to the car length and to unloading through the side areas thereof, a car chassis including a load bearing car floor, transverse endand mid-bulkheads secured to the chassis of the car and dividing the freight space thereof into compartments, a longitudinal member at each side of the car spaced above the level of the car floor and secured to said bulkheads, side stake members with upper ends individually hinged to said longitudinal member and lower ends normally disposed against the outer side of the car chassis below the level of the floor, whereby the side stake members are independently swingable outwardly relative to the car side, said side stake members being disposed along each longitudinal member in groups, the members of each group being spaced to provide lateral load support for an individual section of a freight compartment of the car, and locking means for each group of said side stake members adapted to secure the said side stake members in position against the car chassis for retaining a load and to release simultaneously the members of each group; said locking means including a longitudinal locking rod rotatably mounted to the side of the car chassis and latching means to retain the rod in locked position, said rod having U-shaped offset portions corresponding in position to and straddling the lower ends of the side stake members to lock them in place when the rod is in locked position and rotatable clear of the stake ends upon rotation of the rod to released position, said latching means comprising a handle on said rod normal thereto and disposed at a position removed from the section controlled thereby, a locking link hinged to the car chassis and adapted to be dropped over the end of said handle, and a movable link latching plate normally biased to a position blocking movement of the link.

ARTHUR L. SIMPSON.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,205,157 Campbell Nov. 21, 1916 1,640,785 Magor Aug. 30, 1927 i 1,878,451 Graser Sept. 20, 1932, 

